POWER TRANSMISSION 3WG94

SB4341E00˙¥`

2008.8.29 1:18 PM

˘

` 1

NO.3 HP LaserJet 4350 PCL 6 2540DPI 133LPI

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SB4341E00 Jun. 2008

Power Train Transmission - 3 Speed 3WG94 D50S-5, D60S-5, D70S-5 ; PB-00301, P9-00501, RZ-00001, RW-00001 D80C-5, D90C-5 ; PA-00701, S1-00001

Important Safety Information Most accidents involving product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly. Read and understand all safety precautions and warnings before operating or performing lubrication, maintenance and repair on this product. Basic safety precautions are listed in the “Safety” section of the Service or Technical Manual. Additional safety precautions are listed in the “Safety” section of the owner/operation/maintenance publication. Specific safety warnings for all these publications are provided in the description of operations where hazards exist. WARNING labels have also been put on the product to provide instructions and to identify specific hazards. If these hazard warnings are not heeded, bodily injury or death could occur to you or other persons. Warnings in this publication and on the product labels are identified by the following symbol.

WARNING

Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death. Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information. Operations that may cause product damage are identified by NOTICE labels on the product and in this publication. DOOSAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are therefore not all inclusive. If a tool, procedure, work method or operating technique not specifically recommended by DOOSAN is used, you must satisfy yourself that it is safe for you and others. You should also ensure that the product will not be damaged or made unsafe by the operation, lubrication, maintenance or repair procedures you choose. The information, specifications, and illustrations in this publication are on the basis of information available at the time it was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service given to the product. Obtain the complete and most current information before starting any job. DOOSAN dealers have the most current information available.

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Index Description Operating mode of the converter.......................... 9 Powershift transmission..................................... 10 Transmission control.......................................... 10 Controller DW-3................................................. 11 Electronic control unit TCU ................................ 11 Electronic controls ............................................. 12 General ...................................................... 12 Description of basic functions ..................... 12 Automatic calibration of shifting elements (AEB) ......................................................... 14 Electrical inching......................................... 15 Description of the fault codes for ERGO-Control EST-65.............................................................. 15 Abbreviations.............................................. 15 Display ....................................................... 15 Display during operation ............................. 16 Display during AEB-Mode........................... 18 Display during Inchpedal Calibration ........... 19 Definition of operating modes ..................... 20

Operation Driving preparation and maintenance................. 21 Driving and shifting ............................................ 21 Cold start........................................................... 22 Transmission control in "Automatic" driving range22 Stopping and parking......................................... 22 Towing .............................................................. 22 Oil temperature.................................................. 22

Maintenance Oil grade ........................................................... 23 Oil level check (measurements only with running engine) .............................................................. 23 Oil and filter change intervals............................. 24 Oil change and oil fill quantity ..................... 24 Filter change............................................... 24 Filter change............................................... 25

Annex

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Index

Annex 1

Configuration

2

Installation sheet of direct mount -front view

3

Installation sheet of direct mount – rear view

4

Measuring points, valves and connections

5

Oil circuit diagram (1st speed forward)

6

Power flow of forward and reverse gears

7

Controller DW-3 (Sample)

8

Fully-automatic control EST-65 (Sample)

9

Fault code list

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Annex

Technical Data Engine power:

max. KW*

............................................

90

Turbine torque:

max. Nm*

............................................

750

Engine speed:

max. min-1*

............................................

2,600

............................................

2.0

Nm n

............................................ ............................................

1x nTurbine 1x nEngine

kg approx.**

............................................

230

Stall torque ratio: Engine-dependent PTOs: Torque: RPM: Mass (without oil):

** = depending on vehicle type and application ** = depending on transmission version

Description The ZF transmissions 3 WG-94 EC are composed of a hydrodynamic torque converter and a rear-mounted multispeed powershift transmission with integrated transfer box (see table 1). The torque converter is a wear-free startup device which, due to its continuously variable design, adapts itself to the required situations (necessary input torque). Input by direct mount via flexplate to the engine, or remote mount (input via U-joint shaft) with DIN, Mechanics or Spicer input flange. The transmission can be shifted manually or fully automatically by means of the electronic control unit EST-65. Torque converter Size W 280 with torque multiplication Powershift transmission 3 forward gears and 3 reverse gears Output The powershift transmission has a center distance of 306 mm between input and output shaft and can be equipped with output flanges towards the rear axle for various U-joint shafts. PTO For driving an external oil pressure pump, the system incorporates an engine-dependent, coaxial PTO which can optionally be supplied in disconnectible version. This PTO allows the attachment of pumps with SAE-C connection.

Power Train

Gear

Driving Direction

Ratio

1

forward

4.446

2

forward

2.341

3

forward

0.974

1

reverse

4.443

2

reverse

2.340

3

reverse

0.973

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Technical Data

Labeling of Identification Plate 1 2 3 4 5 6 7 8

= = = = = = = =

Transmission type Transmission number ZF parts list number Overall transmission ratio Oil filling (oil specification) ZF List of Lubricants Oil fill quantity Customer number

1

Information on Spare Parts Ordering Please indicate the following information when ordering genuine ZF spare parts 1 2 3 4 5 6 7

= = = = = = =

Transmission type Unit number ZF parts list number Make and type of spare part Denomination of spare part Spare part number Shipping mode

You will find this information on the identification plate!

Please indicate all the a.m. details to avoid any mistakes in the delivery of the ordered spare parts!

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Important Instructions Oil level check (see 4.2): In the cold-start phase, the engine must be running at idling speed for about 2 –3 min. and the marking on the oil dipstick must then be above the cold-start level. The oil level check in the transmission must be carried out at engine idling speed and operating temperature of the transmission (80° to 90° C). At shut-off engine, the oil level in the transmission is rising essentially, depending on the installation conditions ! The ZF filter must be replaced at every oil change. In addition, ZF recommends to start the automatic calibration of the shifting elements (AEB). The automatic calibration of shifting elements (AEB) must be started by the vehicle manufacturer after initial installation of transmission and electronic system into the vehicle, and after every replacement of transmission and TCU incase of a failure. On vehicles with electronic inching, also the IPK (Inch Pedal Calibration-Inch Sensor Calibration) should be initiated after each AEB start. When starting the engine, always place the gear selector into neutral position. At running engine and transmission in neutral, make sure that the parking brake has been engaged or the service brake has been actuated, in order to prevent the vehicle from rolling away. Loosen the parking brake prior to every start-off. Engagement of the gear from neutral is only possible under the programmed transmission input speed (turbine speed). Gear selector in neutral position is not allowed at increased vehicle speeds (above walking speed). Promptly engage a suitable gear, or slow down the vehicle immediately. When the engine is shut off, there is no power flow between transmission and engine in spite of a preselected speed on the gear selector, that means thetransmission is in idling position. Therefore, the parking brake must be fully actuated! When leaving the vehicle, secure it additionally by wheel chocks! In any case, the towing speed must not exceed 10 km/h and the towing distance must not be longer than 10 km. It is imperative to observe this instruction, since otherwise the transmission willbe damaged due to insufficient oil supply! For longer-distance transport of the defective vehicle we recommend to use a flatbed truck. Operating temperature after the converter 65° C min. and 100° C in continuous operation; short-term increase up to 120° C max. is permitted. In case of irregularities on the transmission put the vehicle out of service and ask for specialists. Protective measures for the ZF electronic system during electrical work on the vehicle: At the following operations, the ignition must be shut off and the control unit plug must be pulled off the ZF electronic system: * during any kind of electrical operations on the vehicle * during welding operations on the vehicle * during insulation tests on the electric system

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Important Instructions

Description Operating mode of the converter

Operating mode of a hydrodynamic torque converter (schematic view) The converter operates according to the Trilok system. This means at high turbine speed itassumes the characteristics and thus the favorable efficiency of a fluid clutch.The converter is designed according to the engine power so that the most favorable operatingconditions are obtained for each installation case.

Depending on the rate of reversal, a more or less high reaction torque is applied to the turbine wheel and thus to the output shaft. The stator (reaction member) following the turbine has the task to reverse the oil streamingout of the turbine once more and to deliver it to the pump wheel under the suitable discharge direction.

The torque converter consists of 3 main parts:

Due to the reversal, a reaction torque is applied to the stator. The relation turbine torque/pump torque is called torque multiplication. Its level depends on the extent of speed difference between pump and turbine wheel.

Pump wheel – turbine wheel – stator (reaction member) The circular arrangement of these 3 impellers allows the fluid to flow through the circuit components in the indicated order.

Therefore, the max. torque multiplication is generated at stationary turbine wheel. The torque multiplication decreases with increasing output speed. Matching of the output speed to a certain required output torque is achieved by the torqueconverter in a continuously variable and automatic way.

Pressure oil from the transmission pump is constantly streaming through the converter, thus allowing the converter to fulfill its task of multiplying the engine torque. At the same time, the heat produced in the converter is dissipated via the dispersed oil. The oil which is streaming out of the pump wheel enters the turbine wheel and is there reversed in its direction of flow.

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Description

When the turbine speed reaches about 80% of the pump speed, the torque multiplicationbecomes 1.0, i.e. the turbine torque gets equal to the pump torque. From this point on, the converter is working similar to a fluid clutch.

The 5 clutches of the transmission are controlled via the 4 proportional valves Y1 to Y5 The direct proportional control with separate pressure modulation for each clutch controls the pressures towards the clutches which are involved in the gear change. This allows a hydraulic overlapping of the clutches to be engaged and disengaged. The pressure modulation to the respective clutch is controlled by cup springs and proportional valves in the clutch package.

A stator freewheel serves to improve the efficiency in the upper driving range. It is backing upthe torque upon the housing in the torque multiplication range, and is released in the clutchrange. In this way, the stator can rotate freely.

Powershift transmission

This creates spontaneous shiftings without tractive effort interruption.

The multi-speed reversing transmission in countershaft design is powershiftable byhydraulically actuated multi-disk clutches. All gears are in constant mesh and carried on antifriction bearings.

The following criteria are considered during the shifting operation: - RPM of engine, turbine, gear chain and output - Transmission temperature - Shifting mode (upshifting, downshifting, reverse shifting and gear engagement out of neutral) - Load condition (full and partial load, drive, coast, including consideration of load reversals during shifting) - Electronic inching

The gears, bearings and clutches are cooled and lubricated with oil. The 3-speed reversing transmission is equipped with 5 multi-disk clutches. In shifting operation, the respective disk package is compressed by a piston which is movablein axial direction and pressurized by pressure oil. A compression spring pushes the piston of clutches KV, KR, KD, and KE back and thusreleases the disk package. A cup spring package pushes the piston of clutch KC back

The main pressure valve limits the max. control pressure to 16+3 bar and releases the main stream towards the converter-and lubrication circuit. The converter inlet incorporates a converter safety valve which protects the converter from high internal pressures (opening pressure 11+2 bar). Within the converter, the oil serves for transmitting the power according to the well-known hydrodynamic principle (see Chapter torque converter 1.1). To avoid cavitation, the converter must always be completely filled with oil.

For the transmission configuration and information on the closed clutches in the differentgears please refer to Table 1 and 4.

Transmission control Transmission control see measuring points and oil circuit diagram Table 4 and 5. The transmission pump which is necessary for the oil supply of the converter and for the transmission control is located within the transmission on the engine-dependent input shaft. The pump feed rate is Q = 45 l /min, at nengine = 1 500 min. -1 This pump is sucking the oil out of the oil sump via the coarse filter, and delivers it to the main pressure valve via the ZF filter.

The oil coming out of the converter is directed to a heat exchanger. The selection and determination of the heat exchanger must be carried out by the customer on his own responsibility, according to our Installation Guidelines for Hydrodynamic Powershift Transmissions. The heat exchanger is not included in the delivery scope of ZF Passau GmbH. From the heat exchanger, the oil is directed to the transmission and the lubricating oil circuit, so that all lubricating points are supplied with cooled oil.

ZF filter: Filtration ratio acc. to ISO 4572: ß30 ≥ 20 ß10 ≥ 1.5 min. filter surface: 2780 cm2 min. dust capacity acc. to ISO 4572 : 19 g ZF coarse filter (screen): Mesh size: 0.800 mm

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Description

The installation of the TCU is optional. Preferably, ZF recommends the version shown in Figure No. 1.5 B1. The TCU is to be installed in a protected place in the driver's cab. A flooding with water must be excluded. Furthermore, the entry of water via the plug connection must be prevented by appropriate measures on the wiring harness.

Controller DW-3 - see Table-7 of Annex The Controller is designed for the mounting on the steering column left side. By a rotative motion, the positions (speeds) 1 to 4 are selected by tilting the lever, the driving direction (Forward (F)- Neutral (N)Reverse (R). The DW-3 Controller is also available with integrated Kickdown pushbutton.

TCU installation position

For the protection from unintended start off, a Neutral interlock is installed: Position .N“ - Controller lever blocked in this position Position .D“ - Driving

Controller DW-3

Figure-No.: 1.5 B1

TCU installation dimensions

Figure-No.: 1.4

Electronic control unit TCU The electro-hydraulic transmission control is governed by connection to the electronic TCU. The basic functions of the automatic system are the automatic shifting of gears, matching of the optimum shifting points as well as comprehensive safety functions regarding operating errors and overloadings of the power-transmitting components with an extensive fault memory. The control units allow a wide spectrum of customerand vehicle-specific programming. Control parameters can be logically linked, and special functions such as gear limitation and converter functions can be integrated.

Figure-No.: 1.5 B2

Due to the great number of available TCUs, the exact technical data are to be taken from the respective installation drawing.

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Description

Electronic controls

Legend to Figure No. 1.6.2

General

1 = Inching pedal (option) 2 = Gear selector (option) 3 = Display (option) 4 = Acoustical / optical warning (option) 5 = Switch for driving program Manual/Automatic (option) 6 = CAN connection

Due to the different configurations of electronic transmission controls within the various vehicles, please refer to the Operating Instructions of the vehicle manufacturer or to the Technical Data Sheet of the parts list versions involved. These also include the relating wiring diagram (see example in Table 8). On request, this information can also be obtained from ZFPassau. Depending on the vehicle type, the wiring will be implemented according to the cable routing plans. The corresponding electric circuit diagrams(proposals) will be issued by ZF. Upon request, the wiring can also be supplied by ZF. If the wiring is implemented by the vehicle manufacturer, it must comply with the ZF requirements (see Installation Guidelines).

7 = TCU 8 = Diagnostic Laptop with ZF diagnostic system Testman/Pro 9 = Inductive sensor -speed of central gear chain 10 = Speed sensor -output 11 = Temperature measuring point after the converter .No. 63“ 12 = Inductive sensor - turbine speed 13 = Inductive sensor . engine speed 14 = Temperature measuring point for the converter .No. 64“ 15 = Proportional valve Y3 - KC clutch 16 = Proportional valve Y2 - KR clutch 17 = Proportional valve Y1 - KV clutch 18 = Proportional valve Y5 - KE clutch 19 = Proportional valve Y4 - KD clutch 17 = Ergopower transmission 3 WG-94 EC

Description of basic functions The powershift transmission 3 WG-94 EC of series WG-90 is equipped with the electronic transmission control EST-65 specially developed for this purpose. The system processes the driver command according to the following criteria: z z z z z z z z

Gear determination depending on driving speed and load condition If required, protection against operating errors is possible via electronic protection (programming) Protection against overspeeding (on the basis of engine and turbine speed) Pressure cut-off possible (vehicle-specific, only after coordination with ZF) Switch-over possibility for automatic / manual operation Downshifting functions possible Electronic inching

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Description

Overall system of EST-65

Figure No.: 1.6.2

The EST-65 system reactions in case of error described in Table-9 of Annex are for information only. As to the binding description and procedure for correcting the errors indicated on the vehicle fault code display please refer to the operating instructions of the vehicle manufacturer.

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Description

Automatic calibration of shifting elements (AEB)

1. AEB start by separate tools – Part No. : A138759 which are connected to the diagnostic port of the wiring.

The AEB compensates tolerances (disk clearance and pressure level) which are influencing the filling procedure of the clutches. For each clutch, the correct filling parameters for * duration of fast-filling time * level of filling compensation pressure are determined within a test cycle. The filling parameters are stored in the transmission electronics, together with the AEB program and the driving program. Since the electronic system is supplied separately, the AEB cycle must not be started until both components have been installed into the vehicle, in order to ensure the correct pairing (transmission and electronics).

Figure No.: 1.6.3

2. AEB start by operating elements on the vehicle. This requires a CAN communication between transmission and vehicle electronics.

In any case, the AEB cycle must be carried out at the vehicle manufacturer prior to shipment of the vehicles. It is imperative to observe the following testing conditions: z z z z

When the transmission is operated, the paper friction linings installed in the Ergopower transmissions are setting, i.e. the disk clearance increases. Since these setting phenomena may affect the shifting quality, ZF recommends to repeat the AEB cycle at the maintenance intervals.

"Neutral" shift position engine in idling speed parking brake actuated transmission at operating temperature

If the shifting quality deteriorates, ZF also recommends to repeat the AEB cycle as a first measure.

After replacement of the transmission or the TCU within the vehicle, the AEB cycle must be restarted.

IPK (Inch Pedal Calibration -Inch Sensor Calibration) shall also be carried out after each AEB start.

The AEB cycle takes approx. 3 to 4 minutes. The determined filling parameters are stored in the EEProm of the electronic system. This also deletes the fault message F6 shown on the display in case of non-performed AEB. There are two basic possibilities for starting the AEB cycle:

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Description

Electrical inching

Description of the fault codes for ERGO-Control EST-65

This function is especially suitable for lift trucks. Without modifying the engine speed, it allows a continuously variable reduction of the driving speed to such a level that operation at a very low speed is possible. In this way, the driver can move the vehicle to a certain position with high accuracy. At the same time, a large part of the engine power is available for driving the hydraulic lifting system, due to the high engine speed.

Abbreviations o.c. s.c. OP-Mode TCU EEC PTO

The electrical inching is operated via a separate inching pedal fitted with an angle-of-rotation sensor. By means of the proportional valve technology, the TCU controls the pressure in the driving direction clutch in such a way that the driving speed is adjusted in accordance with the position of the inching angle-ofrotation sensor. Clutch overloading is prevented by the electronic protection.

open circuit short circuit operating mode transmission control unit electronic engine controller power take off

Display If a fault is detected, the display shows a spanner symbol (g) for a fault. The display shows the fault code, if the gear selector is on neutral position. If more than one fault is detected, each fault code is shown for about 1 second.

Display

After each readjustment of the inching linkage, the IPK (Inch Pedal Calibration -Inch Sensor Calibration) must be carried out. During the inching calibration mode, the position of the inching pedal in neutral position and at full actuation is determined by the calibration process and stored in the TCU. The inching function does not become active until successful completion of AEB and IPK start.

Figure No.: 1.7.2

Special symbols a -h

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Description

Display during operation Symbol

meaning

remarks

1F, 1R 2F, 2R 3F, 3R 4F 5F 6F LF, LR

actual gear and direction left digit shows actual gear right digit shows actual direction

F or R, no gear

Clutch Cutoff

F or R flashing

direction F or R selected while turbine speed is too high

CAUTION gear will engage if turbine speed drops

NN

not neutral, waiting for neutral after power up or a severe fault

to engage a gear, first move shift selector to neutral position and again to F or R position

**

oil temperature too low, no gear available

warm up engine / transmission

*N

oil temperature low, only one gear available

1 bar (special symbol)

manual mode 1st gear

2 bars

manual mode 2nd gear

3 bars

manual mode 3rd gear

4 bars

manual mode 4th gear and also 5th and 6th gear in 6WG

4 bars and 2 arrows

automatic mode

Bars flashing

6 WG: converter lockup clutch open 4 WG: Downshift mode activ

difference of engine and turbine speed above a certain limit and lockup clutch not activated

Spanner

at least one fault activ

select neutral to get fault code displayed

Fault code

see fault code list

WS

limp home gear

warning retarder temperature

WT

warning torque converter temperature

Power Train

changes between actual gear/direction while driving, in neutral only displayed if no fault is detected (spanner)

warning sump temperature

WR

warm up engine / transmission



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Description

Symbol

meaning

remarks

WE

warning high engine speed


WV

warning high output speed (velocity)


WL

warning high transmission input torque (load)


WO

warning high transmission output torque (load)


PN

direction F or R selected while parking brake engaged

EE flashing

no communication with display

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transmission in neutral until parking brake is released CAUTION: vehicle starts to move after release of parking brake checked wiring from TCU to display

Description

Display during AEB-Mode Symbol

meaning

remarks

PL

AEB -Starter is plugged at the diagnostic plug

ST

AEB-Starter-button is pressed

KA…..KE KV, KR

Calibrating clutch KA..KE, KV or KR resp.

_ and Kx

wait for start, initialization of clutch Kx, x: 1, 2, 3, 4, V, R

≡ and Kx

fast fill time determination of clutch Kx

= and Kx

compensating pressure determination of clutch Kx

OK

calibration for all clutches finished

Transmissions stays in neutral, you have to restart the TCU (ignition off/on) after removing AEB-Starter

STOP

AEB canceled (activation stopped)

Transmissions stays in neutral, you have to restart the TCU (ignition off/on)

STOP and Kx

AEB stopped, clutch Kx can't be calibrated


Spanner and Kx

Kx couldn't be calibrated, AEB finished


△E

engine speed too low, raise engine speed

▽E

engine speed too high, lower engine speed

△T

T transmission oil temperature too low, heat up transmission

▽T

T transmission oil temperature too high cool down transmission

FT

transmission temperature not in defined range during calibration


FB

operating mode not NORMAL or transmission temperature sensor defective or storing of Calibrated values to EEPROM-has failed.


FO

Outputspeed_not_zero


FN

Shift lever not in Neutral position


FP

Parkbrake_not_applied


STOP

AEB -Starter was used incorrect or is defective. Wrong device or wrong cable used


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KA, KB for 2 gear transmission KC, KD, KE for 3 gear transmission

Description

Display during Inchpedal Calibration Symbol

meaning

remarks

IP ⇓

push down the pedal slowly until endposition is reached and hold this position

IP ⇑

Release the pedal slowly until endposition is reached

IP □ blinkt

A problem occurred, release the pedal slowly until endposition is reached

OK

Finished inchpedal calibration successful

FN and Stop

Shift lever not in Neutral position

Calibration is aborted

FS and Stop

sensor supply voltage AU1 is out of the specified range


FO and Stop

Outputspeed is not zero


SL and Stop

sensor voltage below specified rangel


SU and Stop

sensor voltage above specified rangel


IL and Stop

sensor position for released pedal out of specified range


IU and Stop

sensor position for pressed pedal out of specified range


TO and Stop

time-out calibration, pedal not moved after calibration start


DL and Stop

angle between pedalpositions released and pressed to small


DU and Stop

angle between pedalpositions released and pressed to big


FI and Stop

sensor signal 1 and 2 don't match together


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If the expected enposition could not be reached, release the pedal and try again

Description

Definition of operating modes

TRANSMISSION-SHUTDOWN

NORMAL There's no failure detected in the transmission-system or the failure has no or slight effects on transmission control. TCU will work without or in special cases with little limitations. (see following table)

TCU has detected a severe failure that disables control of the transmission. TCU will shut off the solenoid valves for the clutches and also the common power supply (VPS1). Transmission shifts to Neutral. The park brake will operate normally, also the other functions which use ADM 1 to ADM 8.

SUBSTITUTE CLUTCH CONTROL TCU can't change the gears or the direction under the control of the normal clutch modulation. TCU uses the substitute strategy for clutch control. All modulations are only time controlled.

The operator has to slow down the vehicle. The transmission will stay in neutral.

TCU-SHUTDOWN LIMP-HOME TCU has detected a severe failure that disables control of system.

The detected failure in the system has strong limitations to transmission control. TCU can engage only one gear in each direction. In some cases only one direction will be possible. TCU will shift the transmission into neutral at the first occurrence of the failure. First, the operator must shift the gear selector into neutral position.

TCU will shut off all solenoid valves and also both common power supplies (VPS1, VPS2). The park brake will engage, also all functions are disabled which use ADM 1 to ADM 8. The transmission will stay in neutral.

If output speed is less than a threshold for neutral to gear and the operator shifts the gear selector into forward or reverse, the TCU will select the limp-home gear . If output speed is less than a threshold for reversal speed and TCU has changed into the limp-home gear and the operator selects a shuttle shift, TCU will shift immediately into the limp-home gear of the selected direction. If output speed is greater than the threshold, TCU will shift the transmission into neutral. The operator has to slow down the vehicle and must shift the gear selector into neutral position.

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Operation

Operation

Driving and shifting

Driving preparation and maintenance

Neutral position The neutral position is chosen via the gear selector. After ignition ON, the electronics remain in waiting mode. With the gear selector in NEUTRAL position or by pressing the pushbutton NEUTRAL, the EST-65 gets ready for operation. Now you can engage a gear.

Prior to putting the transmission into operation, take care that the correct quantity of the specified oil grade is filled in. At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil. Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil fillings in the course of the usual maintenance service.

Starting When starting the engine, the gear selector must always be in NEUTRAL POSITION. For safety reasons, we recommend to always securely brake the vehicle with the parking brake prior to starting the engine. After engine start-off and preselection of driving direction and gear, the vehicle can be moved by accelerating. At the start-off, the converter takes over the function of a main clutch. On flat terrain, start-off in higher gears is also possible.

Since the converter, the heat exchanger which is installed into the vehicle, as well as the pipes can empty into the transmission at standstill, the oil level check must be carried out at engine idling and transmission at operating temperature (see Chapter oil level check).

Upshifting under load Upshifting under load is done when this enables the vehicle to further accelerate.

For the oil level check, strict observance of z the mandatory safety regulations according to § 6 of the Regulations for the Prevention of Accidents for Transmissions in Germany z the respective national regulations in all other countries is imperative.

Downshifting under load Downshifting under load is done when additional tractive effort is required. Upshifting in overrun condition In the overrunning mode, the upshifting is suppressed by accelerator pedal idling position if the speed of the vehicle on a downhill gradient shall not be further increased.

For example: - The vehicle is to be secured against rolling away by means of wheel chocks. - Articulated vehicles are to be secured additionally against unintentional turning-in.

Downshifting in overrun condition Downshiftings in the overrun mode are done when the vehicle shall be decelerated. When the vehicle is stopped and is standing with running engine and switched-on transmission, the engine cannot be stalled. On level and horizontal roadway the vehicle may start to crawl since the engine generates a low drag torque via the converter in idle position. We recommend to securely brake the vehicle with the parking brake at each stoppage. In case of longer stops, shift the gear selector to NEUTRAL POSITION.

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Operation

Release the parking brake when starting off. Our experience with converter transmissions showed that the omission of this quite normal operating step might not be immediately noted since, due to its high ratio, a converter can easily overcome the brake torque of the parking brake. Temperature increases in the converter oil and overheated brakes will be the consequences which can be detected at a later date only.

Towing See Important Instructions on page 9.

Oil temperature When the system is trouble-free and the vehicle is operated properly, there will be no increased temperatures. If the temperature rises above 120° C, stop the vehicle, check for external oil loss and run the engine at a speed of 1200 – 1500 min-1 in transmission NEUTRAL POSITION. During this process, the temperature must quickly (within approx. 2 -3 minutes) drop to normal values. If this is not the case, there is a trouble which must be eliminated prior to continue working.

Gear selector in neutral position is not allowed at increased vehicle speeds (above walking speed). Promptly engage a suitable gear, or slow down the vehicle immediately.

Cold start At an oil temperature in the shifting circuit of < -12° C, the transmission must be warmed up for some minutes.

In addition, the oil temperature after the converter is monitored by an indicator on the display or analogously in the INFOCENTER.

This must be carried out in NEUTRAL at increased engine speed (approx. 1500 min-1). The electronics remain in NEUTRAL until this oil temperature has been reached.

Operating temperature after the converter 65° C min. and 100° C in continuous operation, short-term increase up to 120° C max. is permissible. The temperature is measured at the measuring point „63“ (see measuring points Table 4 of Annex)!

The display shows the symbol of the cold start phase. Displayed symbol :

You have the option to additionally install a temperature sensor for monitoring the operating temperature in the oil sump. This temperature is indicated on the ZF display or analogously in the INFOCENTER (see Table 5 of Annex).

After the symbol on the display has extinguished, the full driving program can be utilized out of "NEUTRAL":

Transmission control in "Automatic" driving range For detailed information on the design of the gear selectors as well as the gears shifted in the different driving ranges please refer to the relating Vehicle Operating Instructions. A manual intervention into the automatic shift sequence only makes sense if this is required by the roadway condition or the terrain configuration.

Stopping and parking Due to the converter, there is no rigid connection from the engine to the axle. When the driver wants to leave the vehicle, we therefore recommend to secure the vehicle against unintentional rolling away on uphill and downhill gradients not only by pulling the parking brake but additionally by means of a wheel chock.

Power Train

22

Operation

Maintenance Oil grade See Operation and Maintenance Manual.

Oil level check (measurements only with running engine) For the oil level check, strict observance of z the mandatory safety regulations according to § 6 of the Regulations for the Prevention of Accidents for Transmissions in Germany z the respective national regulations in all other countries is imperative. For example - The vehicle is to be secured against rolling away by means of wheel chocks. - Articulated vehicles are to be secured additionally against unintentional turning-in. The oil level check must be carried out as follows: - Oil level check (weekly) - Vehicle in horizontal position - Transmission in neutral position „N“ - In the cold-start phase, the engine must be running at idling speed for about 2 - 3 min. and the marking on the oil dipstick must then be above the cold-start level .COLD“ (see Figure No.: 4.2 B2). - At operating temperature of the transmission (approx. 80°C - 90°C) Figure No.: 4.2 B1

at engine idling, all measurements are to be done at low engine idling speed. - Loosen oil dipstick by counterclockwise rotation, remove and clean it. - Insert oil dipstick slowly into the oil level tube until contact is obtained and pull it out again. - On the oil dipstick, the oil level must be within the "HOT" range (see Figure No: 4.2 B2). - Insert the dipstick once again and tighten it by clockwise rotation.

Legend 1 = Oil filler tube with oil dipstick 2 = Mounting provision for oil filler tube with oil dipstick (option) 3 = Oil drain plug 7/8“ 14 UNF 2B 4 = ZF filter Oil dipstick

If, in operating temperature condition, the oil level has dropped below the "HOT" range, it is imperative to refill oil. An oil level above the "HOT" marking leads to an excessive oil temperature. The oil dipstick and the oil filler tube can have different lengths and shapes, depending on the transmission version.

Power Train

Figure No.: 4.2 B2

23

Maintenance

Filter change

Oil and filter change intervals

When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge enters the circuit. Furthermore, cover/protect the parking brake against oil fouling. Avoid any application of force when installing the filter.

The ZF filter must be replaced at every oil change.

Oil change and oil fill quantity The oil change must be carried out as follows: - With the transmission at operating temperature and the vehicle in horizontal position, open the oil drain plug and drain the used oil. - Clean the oil drain plug with magnetic insert as well as the sealing surface on the housing and reinstall plug with new O-ring. - Fill in oil (approx. 24 liters).

The filter can be installed into the vehicle remotely-mounted from the transmission! Carefully treat the filter during installation, transport and storage! Damaged filters must not be reinstalled! The filter has to be installed as follows: - Slightly oil the seal - Turn in the filter until contact with the sealing surface is obtained, and then tighten it by hand with approx. 1/3 to 1/2 rotation. - Fill in oil (approx. 17 liters).

Absolute cleanliness of oil and filter is imperative! In any case, the marking on the oil dipstick is binding! - Start the engine, idling speed - Transmission in neutral position .N“ - Refill oil up to .COLD“ marking - Securely brake the vehicle and heat up the transmission - Shift through all gear selector positions - Check the oil level once again and refill oil if required - The oil level on the dipstick must be within the .HOT“ range (see Figure No.: 4.2 B2) - Insert the dipstick once again and tighten it by clockwise rotation.

Absolute cleanliness of oil and filter is imperative! In any case, the marking on the oil dipstick is binding! - Start the engine, idling speed - Transmission in neutral position „N“ - Refill oil up to „COLD“ marking - Securely brake the vehicle and heat up the transmission - Shift through all gear selector positions - Check the oil level once again and refill oil if required - The oil level on the dipstick must be within the „HOT“ range (see Figure No.: 4.2 B2) - Insert the dipstick once again and tighten it by clockwise rotation.

At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil. Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil fillings in the course of the usual maintenance service.

At the initial filling of the transmission special care is to be taken that the oil cooler, the pressure filter and the pipes are getting filled with oil. Due to these hollow spaces, the quantity of oil to be filled in is larger than during later oil fillings in the course of the usual maintenance service.

ZF recommends to start the AEB at each oil change (see 1.5.3).

ZF recommends to start the AEB at each oil change.

Power Train

24

Maintenance

Filter change When changing the ZF filter in the main oil stream, pay attention that no dirt or oil sludge enters the circuit. Furthermore, cover/protect the parking brake against oil fouling. Avoid any application of force when installing the filter. The filter can be installed into the vehicle remotely-mounted from the transmission! Carefully treat the filter during installation, transport and storage! Damaged filters must not be reinstalled! The filter has to be installed as follows: - Slightly oil the seal - Turn in the filter until contact with the sealing surface is obtained, and then tighten it by hand with approx. 1/3 to 1/2 rotation.

Power Train

25

Maintenance

Annex 1

Configuration

2

Installation sheet of direct mount -front view

3

Installation sheet of direct mount – rear view

4

Measuring points, valves and connections

5

Oil circuit diagram (1st speed forward)

6

Power flow of forward and reverse gears

7

Controller DW-3 (Sample)

8

Fully-automatic control EST-65 (Sample)

9

Fault code list

Power Train

26

Annex

Table-1: Configuration

1. Flex plate for direct mount 2. Converter 3. Converter bell housing 4. Transmission pump 5. Clutch shaft KV 6. Input shaft / clutch shaft KR 7. Central shaft / input shaft PTO 8. Connection, PTO; coaxial, engine-dependent 9. Clutch shaft KD 10. Clutch shaft KE 11. Clutch shaft KC 12. Transmission housing - rear part 13. Transmission housing - front part 14. Output flange 15. Output shaft 16. Screen sheet

Power Train

27

Annex

Installation position of clutches

Transmission schematics

1. Flex plate for direct mount 2. Converter 3. Converter bell housing 4. Transmission pump 5. Clutch shaft KV 6. Input shaft / clutch shaft KR 7. Central shaft / input shaft PTO 8. Connection, PTO; coaxial, engine-dependent 9. Clutch shaft KD 10. Clutch shaft KE 11. Clutch shaft KC 12. Transmission housing - rear part 13. Transmission housing - front part 14. Output flange 15. Output shaft 16. Screen sheet

Power Train

28

Annex

Table-2: Installation Sheet of Direct Mount - Front View

1. Converter 2. Direct mount via flex plate 3. Converter bell housing 4. Transmission housing - front part 5. Transport bracket 6. Transmission housing - rear part 7. Filter head 8. Filter 9. Transmission mounting holes M16x15 10. Oil filler tube with oil dipstick

Power Train

29

Annex

Table-3: Installation Sheet of Direct Moun - Rear View

1. Filter head 2. Transport bracket 3. Oil filler tube with oil dipstick 4. Converter bell housing 5. Direct mount via flex plate 6. Transmission mounting holes M16x15 7. Oil drain plug 7/8“ 14 UNF 2B 8. Output flange MECH 6C 9. Identification plate 10. Connection PTO; coaxial, engine-dependent 11. Filter

Power Train

30

Annex

Table-4: Measuring Points, Valves and Connections The marked items (eg 53) correspond with the items on Table-5! Take measurements when the transmission has reached operating temperature (approx 80° -90° C)! No

Denomination of item

Connection

Measuring points for pressure oil and temperature: 51

Before the converter - opening pressure

11+2 bar

M10x1

53

Reverse clutch

KR

16+3 bar

M10x1

55

Forward clutch KV

KV

16+3 bar

M10x1

56

Clutch

KD

16+3 bar

M10x1

57

Clutch

KE

16+3 bar

M10x1

58

Clutch

KC

16+3 bar

M10x1

63

Temperature after the converter 100° C; short-term 120° C

M14x1.5

64

Temperature sensor

M12x1.5

67

System pressure

16+3 bar

M10x1

Valves and connections: 10

Breather

10x1

15

Connection to wards heat exchanger

7/8“ 14 UNF

16

Connection from heat exchanger

7/8“ 14 UNF

68

Connection after ZF filter

9/16-18 UNF-2B

69

Connection before ZF filter

7/8“ 14 UN 2A

70

Converter safety valve (WSV)

71

Main pressure valve (HDV) Inductive transmitters and speed sensor:

11

= Inductive transmitter

n Engine

M18x1.5

21

Inductive transmitter

n Turbine

M18x1.5

34

Speed sensor

n Output

47

Inductive transmitter

n Central gear train

Power Train

31

M18x1.5

Annex

Transmission schematics

Power Train

32

Annex

The following markings are cast in raised characters on the rear side of the transmission housing: Denomination Y1

Proportional valve Y1

Y2


Y3


Y4


Y5


AN / KR

Input / Clutch reverse

KV

Clutch forward

KC

Clutch KC

KD

Clutch KD

KE

Clutch KE

AB

Output

Encoding ● Proportional valve under current Driving direction Forward

Reverse

Gear

Y1

1

●

2

●

3

●

Y2

Y3

Y4

Y5

● ● ●

1

●

2

●

3

●

KV

KC

KV

KD

KV

KE

● ● ●

Engaged clutch

KV

KR

KC

KD

KE

Curr No of meas points

55

53

58

56

57

Power Train

Engaged clutches

N

33

Annex

Table-5: Oil Circuit Diagram (1st Gear Forward) The marked items (e.g. 53) correspond with the items on Table-4! GF GP Q FT

= = =

HVD WSV SKR WT Y1 Y2 Y3 Y4 Y5 KV KR KC KD KE TCU

= = = = = = = = = = = = = = =

Coarse filter mesh size 800 mm Transmission pump 45 l/min, at n engine = 1500 min-1;16+3 bar Filter Filtration ratio acc to ISO 4572: ß30 ≥20 ß10 ≥ 15 Min filter surface: 2780 cm2 Min dust capacity acc to ISO 4572 : 19g Main pressure valve (control pressure valve) 16+3 bar Converter safety valve 11+2 bar Lubrication of KR clutch Heat exchanger (not included in ZF's delivery scope) Proportional valve Y1 clutch KV Proportional valve Y2 clutch KR Proportional valve Y2 clutch KC Proportional valve Y4 clutch KD Proportional valve Y5 clutch KE KV clutch - forward KR clutch - reverse KC clutch - 1st gear KD clutch - 2nd gear KE clutch - 3rd gear Transmission control unit

Encoding ● Druckregler unter Spannung Driving direction

Gear

Y1

1

●

2

●

3

●

Vorwarts

Ruckwarts

Y2

Y3

Y4

Y5

● ● ●

1

●

2

●

3

●

● ● ●

Geschaltete Kupplung

KV

KR

KC

KD

KE

Lfd.-Nr.: der Messstellen

55

53

58

56

57

Power Train

34

N

Geschaltete Kupplungen KV

KC

KV

KD

KV

KE

KR

KC

KR

KD

KR

KE

Annex

Power Train

35

Annex

Table-6: Power Flow of Forward/Reverse Gears 1st gear forward

View -sense of rotation

KV KV

AN

KR/PTO AN/KR

KD

KD

KC

KE

KE AB

KC AB

2nd gear forward

3rd gear forward

KV

KV

AN/KR

AN/KR

KD

Power Train

KD

KC

KC

KE

KE

AB

AB

36

Annex

1st gear reverse

2nd gear reverse

KV

KV

AN/KR

AN/KR

KD

KD

KC

KC

KE

KE

AB

AB

3rd gear reverse

KV

AN/KR

KD

KC

KE

AB

Legend: Drivingdirection KV KR KC KD KE AN AB

= = = = = = =

Forwardclutch Reverseclutch 1stgearclutch 2ndgearclutch 2rdgearclutch Input Output

Power Train

Forward

Reverse

37

Gear

Clutch

1

KV/KC

2

KV/KD

3

KV/KE

1

KR/KC

2

KR/KD

3

KR/KE

Annex

Table-7: Controller DW-3

Circuit Diagram Controller

S6

1 S4

1

2

2

1S5 2

SW

A

GN

B

BL

C

VI

D

AD3 (B3)

AD2 (B2) AD1 (B1) AD7 (KD)

X1 S1 3 S2 3 S3

1

3

2

RT

A

GR

D

GE

B

ED1 (+/VP)

1 2 1 2

C

RS

AD6 (N) AD4 (VORWAERTS)

AD5 (RUECKWAERTS)

X2

Connection Diagram Controller

(+)

X2 : A (+)

A2

B1 B2 B3 V R AS

X1 : C X1 : B X1 : A X1 : B X1 : C X1 : D

K1

A1

K2

(-)

Coding Controller AUSGABE GANG

VORWAERTS 1

2

AD1 B1 ●

3

4

● ● ● ●

AD2 B2

RUECKW 1

2

K1 = Relay starter interlock K2 = Relay reversing lights A1 = Electronic unit EST-37 A2 = Controller

KD

3

NEUTRAL 4

1

● ● ● ●

2

3

4 ●

● ●

Legend:

AD3 B3 ● ● ● ● ● ● ● ● ● ● ● ● AD4

V

AD5

R

F N R D 1 2 3 4

● ● ● ●

AD6 AS AD7

Power Train

● ● ● ● ● ● ● ● ●

38

= = = = = = = =

Forward Neutral Reverse Mechanical neutral interlock 1stspeed 2ndspeed 3rdspeed 4thspeed

Annex

Table-8: Fully Automatic Control EST-65 (Sample) ITEM

LEGEND

A1

Electric control unit EST-65

A2

Shift lever DW-3

A5

Diagnostics (interface)

A6

Display (optional)

A7

CAN interface (connector)

B1

Speed sensor -engine

B2

Speed sensor -turbine

B3

Speed sensor -central gear chain

B4

Speed sensor -output

B5

Hall angle sensor for inch pedal

F1

Fuse 75 A

F2

Fuse 75 A

S2

Switch enable clutch cut of

S3

Switch select Automatic/Manual

S31

Switch feedback parking brake

T1

After converter temperature sensor

Y1

Proportional valve KV

Y2

Proportional valve KR

Y3

Proportional valve KC

Y4

Proportional valve KD

Y5

Proportional valve KE

Power Train

39

Annex

Power Train

40

Annex

Table-9: Fault Code List Fault Code (hex) 11

MEANING OF THE FAULT CODE possible reason for fault detection

reaction of the TCU

possible steps to repair

LOGICAL ERROR AT GEAR RANGE SIGNAL TCU detected a wrong signal combination for the gear range • cable from shift lever to TCU is broken • cable is defective and is contacted to battery voltage or vehicle ground • shift lever is defective

TCU shifts transmission to neutral OP-Mode: transmission shutdown

12

LOGICAL ERROR AT DIRECTION SELECT SIGNAL TCU detected a wrong signal combination for the direction • cable from shift lever to TCU is broken • cable is defective and is contacted to battery voltage or vehicle ground • shift lever is defective

TCU shifts transmission to neutral OP-Mode: transmission shutdown

• check the cables from TCU to shift lever • check signal combinations of shift lever positions F-N-R

25

S.C. TO BATTERY VOLTAGE OR OC AT TRANSMISSION SUMP TEMPERATURE SENSOR INPUT the measured voltage is too high: • cable is defective and is contacted to battery voltage • cable has no connection to TCU • temperature sensor has an internal defect • connector pin is contacted to battery voltage or is broken

no reaction, TCU uses default temperature OP-Mode: normal

• check the cable from TCU to the sensor • check the connectors • check the temperature sensor

26

S.C. TO GROUND AT TRANSMISSION SUMP TEMPERATURE SENSOR INPUT the measured voltage is too low: • cable is defective and is contacted to vehicle ground • temperature sensor has an internal defect • connector pin is contacted to vehicle ground



Power Train

• check the cables from TCU to shift lever • check signal combinations of shift lever positions for gear range

remarks

failure cannot be detected in systems with DW2/DW3 shift lever fault is taken back if TCU detects a valid signal for the position

41

fault is taken back if TCU detects a valid signal for the direction at the shift lever

Annex

Fault Code (hex)


reaction of the TCU


27

S.C. TO BATTERY VOLTAGE OR OC AT RETARDER / TORQUECONVERTER TEMPERATURE SENSOR INPUT the measured voltage is too high: • cable is defective and is contacted to battery voltage • cable has no connection to TCU • temperature sensor has an internal defect • connector pin is contacted to battery voltage or is broken



28

S.C. TO GROUND AT RETARDER / TORQUECONVERTER TEMPERATURE SENSOR INPUT the measured voltage is too low: • cable is defective and is contacted to vehicle ground • temperature sensor has an internal defect • connector pin is contacted to vehicle ground



2B

INCHSENSOR-SIGNAL MISMATCH the measured voltage from CCO and CCO2 signal don’t match: • cable is defective • sensor has an internal defect

During inching mode: TCU shifts to neutral While not inching: no change OP-Mode: normal

• check the cable from TCU to the sensor • check the connectors • check sensor

31

S.C. TO BATTERY VOLTAGE OR OC AT ENGINE SPEED INPUT TCU measures a voltage higher than 7.00V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact

OP-Mode: substitute clutch control

• check the cable from TCU to the sensor • check the connectors • check the speed sensor

32

S.C. TO GROUND AT ENGINE SPEED INPUT TCU measures a voltage less than 0.45V at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect



Power Train

42

remarks

Annex

Fault Code (hex)


reaction of the TCU


33

LOGICAL ERROR AT ENGINE SPEED INPUT TCU measures a engine speed over a threshold and the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size


• check the cable from TCU to the sensor • check the connectors • check the speed sensor • check the sensor gap

34

S.C. TO BATTERY VOLTAGE OR OC AT TURBINE SPEED INPUT TCU measures a voltage higher than 7.00V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact

OP-Mode: substitute clutch control if a failure is existing at output speed, TCU shifts to neutral OP-Mode: limp home


35

S.C. TO GROUND AT TURBINE SPEED INPUT TCU measures a voltage less than 0.45V at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect



36

LOGICAL ERROR AT TURBINE SPEED INPUT TCU measures a turbine speed over a threshold and at the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size



37

S.C. TO BATTERY VOLTAGE OR OC AT INTERNAL SPEED INPUT TCU measures a voltage higher than 7.00V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact



Power Train

43

remarks

This fault is reset after power up of TCU


Annex

Fault Code (hex)


reaction of the TCU


38

S.C. TO GROUND AT INTERNAL SPEED INPUT TCU measures a voltage less than 0.45V at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect



39

LOGICAL ERROR AT INTERNAL SPEED INPUT TCU measures a internal speed over a threshold and at the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size



3A

S.C. TO BATTERY VOLTAGE OR O.C. AT OUTPUT SPEED INPUT TCU measures a voltage higher than 12.5V at speed input pin • cable is defective and is contacted to battery voltage • cable has no connection to TCU • speed sensor has an internal defect • connector pin is contacted to battery voltage or has no contact

special mode for gear selection OP-Mode: substitute clutch control if a failure is existing at turbine speed, TCU shifts to neutral OP-Mode: limp home


3B

S.C. TO GROUND AT OUTPUT SPEED INPUT TCU measures a voltage less than 1.00V at speed input pin • cable / connector is defective and is contacted to vehicle ground • speed sensor has an internal defect



3C

LOGICAL ERROR AT OUTPUT SPEED INPUT TCU measures a output speed over a threshold and at the next moment the measured speed is zero • cable / connector is defective and has bad contact • speed sensor has an internal defect • sensor gap has the wrong size



Power Train

44

remarks



Annex

Fault Code (hex)


reaction of the TCU

3E

OUTPUT SPEED ZERO DOESN’T FIT TO OTHER SPEED SIGNALS if transmission is not neutral and the shifting has finished, TCU measures outputspeed zero and turbine speed or internal speed not equal to zero. • speed sensor has an internal defect • sensor gap has the wrong size


• check the sensor signal of output speed sensor • check the sensor gap of output speed sensor • check the cable from TCU to the sensor

54

VEHICLE1 TIMEOUT Timeout of CAN-message Vehicle1 from display computer • interference on CAN-Bus • CAN wire/connector is broken • CAN wire/connector is defective and has contact to vehicle ground or battery voltage

TCU shifts to neutral NN (because of shifting lever)

• check vehicle controller • check wire of CANBus • check cable to vehicle controller

57

EEC1 TIMEOUT Timeout of CAN-message EEC1 from EEC controller • interference on CAN-Bus • CAN wire/connector is broken • CAN wire/connector is defective and has contact to vehicle ground or battery voltage


• check EEC controller • check wire of CANBus • check cable to EEC controller

71

S.C. TO BATTERY VOLTAGE AT CLUTCH KC the measured resistance value of the valve is out of limit, the voltage at KC valve is too high • cable / connector is defective and has contact to battery voltage • regulator has an internal defect

TCU shifts to neutral OP-Mode: limp home if failure at another clutch is pending TCU shifts to neutral OP-Mode: TCU shutdown

• check the cable from TCU to the gearbox • check the connectors from TCU to the gearbox • check the regulator resistance 1) • check internal wire harness of the gearbox

1)

72

S.C. TO GROUND AT CLUTCH KC the measured resistance value of the valve is out of limit, the voltage at KC valve is too low • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect


• check the cable from TCU to the gearbox • check the connectors from gearbox to TCU • check the regulator resistance 1) • check internal wire harness of the gearbox

1)

Power Train

45


remarks


see chapter Error! Reference source not found.


Annex

Fault Code (hex)


reaction of the TCU


remarks

73

O.C. AT CLUTCH KC the measured resistance value of the valve is out of limit • cable / connector is defective and has no contact to TCU • regulator has an internal defect



1)

74

S.C. TO BATTERY VOLTAGE AT CLUTCH KD/KA the measured resistance value of the valve is out of limit, the voltage at KA/KD valve is too high. • cable / connector is defective and has contact to battery voltage • regulator has an internal defect



1)

75

S.C. TO GROUND AT CLUTCH KD/KA the measured resistance value of the valve is out of limit, the voltage at KD/KA valve is too low. • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect



1)

76

O.C. AT CLUTCH KD/KA the measured resistance value of the valve is out of limit. • cable / connector is defective and has no contact to TCU • regulator has an internal defect



1)

77

S.C. TO BATTERY VOLTAGE AT CLUTCH KE/KB the measured resistance value of the valve is out of limit, the voltage at KE/KB valve is too high. • cable / connector is defective and has contact to battery voltage • regulator has an internal defect



1)

Power Train

46






Annex

Fault Code (hex)


reaction of the TCU


remarks

78

S.C. TO GROUND AT CLUTCH KE/KB the measured resistance value of the valve is out of limit, the voltage at KE/KB valve is too low. • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect



1)

79

O.C. AT CLUTCH KE/KB the measured resistance value of the valve is out of limit • cable / connector is defective and has no contact to TCU • regulator has an internal defect



1)

84

S.C. TO BATTERY VOLTAGE AT CLUTCH KV the measured resistance value of the valve is out of limit, the voltage at KV valve is too high. • cable / connector is defective and has contact to battery voltage • regulator has an internal defect



1)

85

S.C. TO GROUND AT CLUTCH KV the measured resistance value of the valve is out of limit, the voltage at KV valve is too low. • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect



1)

86

O.C. AT CLUTCH KV the measured resistance value of the valve is out of limit. • cable / connector is defective and has no contact to TCU • regulator has an internal defect



1)

Power Train

47






Annex

Fault Code (hex)


reaction of the TCU

87

S.C. TO BATTERY VOLTAGE AT CLUTCH KR the measured resistance value of the valve is out of limit, the voltage at KR valve is too high. • cable / connector is defective and has contact to battery voltage • regulator has an internal defect



1)

88

S.C. TO GROUND AT CLUTCH KR the measured resistance value of the valve is out of limit, the voltage at KR valve is too low. • cable / connector is defective and has contact to vehicle ground • cable / connector is defective and has contact to another regulator output of the TCU • regulator has an internal defect



1)

89

O.C. AT CLUTCH KR the measured resistance value of the valve is out of limit. • cable / connector is defective and has no contact to TCU • regulator has an internal defect



1)

B1

SLIPPAGE AT CLUTCH KC TCU calculates a differential speed at closed clutch KA If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KC • low main pressure • wrong signal at internal speed sensor • wrong signal at output speed sensor • wrong size of the sensor gap • clutch is defective


• check pressure at clutch KC • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at output speed sensor • check signal at internal speed sensor • check signal at output speed sensor • replace clutch

Power Train

48


remarks




Annex

Fault Code (hex)


reaction of the TCU


B2

SLIPPAGE AT CLUTCH KD/KA TCU calculates a differential speed at closed clutch KB If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KD/KA • low main pressure • wrong signal at internal speed sensor • wrong signal at output speed sensor • wrong size of the sensor gap • clutch is defective


• check pressure at clutch KD/KA • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at output speed sensor • check signal at internal speed sensor • check signal at output speed sensor • replace clutch

B3

SLIPPAGE AT CLUTCH KE/KB TCU calculates a differential speed at closed clutch KE/KB If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KE/KB • low main pressure • wrong signal at internal speed sensor • wrong signal at output speed sensor • wrong size of the sensor gap • clutch is defective


• check pressure at clutch KE/KB • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at output speed sensor • check signal at internal speed sensor • check signal at output speed sensor • replace clutch

B5

SLIPPAGE AT CLUTCH KV TCU calculates a differential speed at closed clutch KV If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KV • low main pressure • wrong signal at internal speed sensor • wrong signal at turbine speed sensor • wrong size of the sensor gap • clutch is defective


• check pressure at clutch KV • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch

Power Train

49

remarks

Annex

Fault Code (hex)


reaction of the TCU


B6

SLIPPAGE AT CLUTCH KR TCU calculates a differential speed at closed clutch KR. If this calculated value is out of range, TCU interprets this as slipping clutch. • low pressure at clutch KR • low main pressure • wrong signal at internal speed sensor • wrong signal at turbine speed sensor • wrong size of the sensor gap • clutch is defective


• check pressure at clutch KR • check main pressure in the system • check sensor gap at internal speed sensor • check sensor gap at turbine speed sensor • check signal at internal speed sensor • check signal at turbine speed sensor • replace clutch

B7

OVERTEMP SUMP TCU measured a temperature in the oil sump that is over the allowed threshold.

no reaction OP-Mode: normal

• cool down machine • check oil level • check temperature sensor

B8

OVERTEMP CONVERTER TCU measured a temperature in the retarder oil that is over the allowed threshold.



B9

OVERSPEED ENGINE

retarder applies if configured OP-Mode: normal

BC

OVERSPEED OUTPUT TCU messures an transmission output speed above the defined threshold

No reaction OP-Mode: normal

C0

ENGINE TORQUE OR ENGINE POWER OVERLOAD TCU calculates an engine torque or engine power above the defined thresholds

OP-Mode: normal

C1

TRANSMISSION OUTPUT TORQUE OVERLOAD TCU calculates an transmission output torque above the defined threshold

OP-Mode: normal

C2

TRANSMISSION INPUT TORQUE OVERLOAD TCU calculates an transmission input torque above the defined threshold

programmable :No reaction or shift to neutral OP-Mode: normal

Power Train

50

remarks

-

Annex

Fault Code (hex)


reaction of the TCU


remarks

C3

OVERTEMP CONVERTER OUTPUT TCU measured a oil temperature at the converter ouput that is over the allowed threshold.



D1

S.C. TO BATTERY VOLTAGE AT POWER SUPPLY FOR SENSORS TCU measures more than 6V at the pin AU1 (5V sensor supply)

see fault codes no. 21 to 2C

• check cables and connectors to sensors, which are supplied from AU1 • check the power supply at the pin AU1 (should be appx. 5V)

fault codes no 21 to no. 2C may be a reaction of this fault

D2

S.C. TO GROUND AT POWER SUPPLY FOR SENSORS TCU measures less than 4V at the pin AU1 (5V sensor supply)

see fault codes no. 21 to 2C

• check cables and connectors to sensors, which are supplied from AU1 • check the power supply at the pin AU1 (should be appx. 5V)

fault codes no 21 to no. 2C may be a reaction of this fault

D3

LOW VOLTAGE AT BATTERY measured voltage at power supply is lower than 10 V (12V device) lower than 18 V (24V device)

shift to neutral OP-Mode: TCU shutdown

• check power supply battery • check cables from batteries to TCU • check connectors from batteries to TCU

D4

HIGH VOLTAGE AT BATTERY measured voltage at power supply is higher than 18 V (12V device) higher than 325 V (24V device)


• check power supply battery • check cables from batteries to TCU • check connectors from batteries to TCU

D5

ERROR AT VALVE POWER SUPPLY VPS1 TCU switched on VPS1 and measured VPS1 is off or TCU switched off VPS1 and measured VPS1 is still on • cable or connectors are defect and are contacted to battery voltage • cable or connectors are defect and are contacted to vehicle ground • permanent power supply KL30 missing • TCU has an internal defect


• check fuse • check cables from gearbox to TCU • check connectors from gearbox to TCU replace TCU

Power Train

51

Annex

Fault Code (hex)


reaction of the TCU


D6

ERROR VALVE POWER SUPPLY VPS2 TCU switched on VPS2 and measured VPS2 is off or TCU switched off VPS2 and measured VPS2 is still on • cable or connectors are defect and are contacted to battery voltage • cable or connectors are defect and are contacted to vehicle ground • permanent power supply KL30 missing • TCU has an internal defect


• check fuse • check cables from gearbox to TCU • check connectors from gearbox to TCU • replace TCU

E3

S.C. TO BATTERY VOLTAGE AT DISPLAY OUTPUT TCU sends data to the display and measures allways a high voltage level on the connector • cable or connectors are defective and are contacted to battery voltage • display has an internal defect


• check the cable from TCU to the display • check the connectors at the display • change display

E4

S.C. TO GROUND AT DISPLAY OUTPUT TCU sends data to the display and measures allways a high voltage level on the connector • cable or connectors are defective and are contacted to vehicle ground • display has an internal defect


• check the cable from TCU to the display • check the connectors at the display • change display

F1

GENERAL EEPROM FAULT TCU can't read non volantile memoy • TCU is defective


• replace TCU often

F2

CONFIGURATION LOST TCU has lost the correct configuration and can't control the transmission. • interference during saving data on non volatile memory • TCU is brand new or from another vehicle

transmission stay neutral OP-Mode: TCU shutdown

• Reprogramm the correct configuration for the vehicle (e.g. with cluster controller,…)

F3

APPLICATION ERROR something of this application is wrong


• replace TCU !!

Power Train

52

remarks

shown together with fault code F2

This fault occurs only if an test engineer did something wrong in the application of the vehicle

Annex

Fault Code (hex)


reaction of the TCU


F5

CLUTCH FAILURE AEB was not able to adjust clutch filling parameters • One of the AEB-Values is out of limit


• check clutch

F6

CLUTCH ADJUSTMENT DATA LOST OR INCHPEDAL CALIBRATION DATA LOST TCU was not able to read correct clutch adjustment parameters • interference during saving data on non volatile memory • TCU is brand new

default values = 0 for AEB offsets used OP-Mode: normal no Inchmode available

• execute AEB

Power Train

53

remarks

TCU shows also the affected clutch on the Display

Annex

POWER TRANSMISSION 3WG94

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